Tire-casing



Patented July 27, 1920.

a SHEETSFSHEET 1,

H. E. GRABAU AND A 0. SCHWARTZ.

TIRE CASING.

APPLICATION FILED JAN. I1, 1918 1,347,847.

WWW M g? H, E. GRABAU AND A C. SCHWARTZ.

TIRE CASING.

APPLICATION FILED JAN. 11, 191B.

Patented July .27, 1920.

3 SHEETS-SHEET 2.

H. E. GRABAU AND A 0. SCHWARTZ. TIRE CASING. APPLICATION FILED JAN: '11 I918- L ns l v Patented July 27', 1920.

3 SHEET$-SHEET 3.

s IsL-iiim 'cxrr, Ann A on its?) rinses-n ASSIGNGB To shin scnvmn'rz.

LES. SCHWARTZ, 9F ITEW TIiZi-LE-GASENG.

Specification of Letters catent.

Pot-e July 27, 1920.

vented certain new and useful improve.

ments in Tire-Casings of which the following is a sp cification.

'nere-l use at the present b a snot es of pneumatic tires,

namely, feoric tires and cord tires, the (lif EQHQHOQ- in me two as e iding 1n the her-actor of the strain-r3 isting materi ml composing the town stion or so-called curcziss of the tire s oe or casing. The cord tire is today well recognized as superior to the fabric tir snd it would undoubtedly largely replace the fabric tine but for the foot that, the menithicturing cost or the cord tire is of necessity materially greater than that of the iebrie tire and the use of the cord tire is hence largely confined to the higher priced automobiles.

Various attempts. have heretofore been made to improve the construct-ion of the :lubric tire to embody the advantages posse sed by the cord tire, and at the some time retain the lower manufacturing cost of the fabric tire.

ln our prior lPe-t-ent Tlo. 13.21%25 we have described it tire casing which may be classified as regards nisnwh. lin method a fabric tire, and ergo eX- ient overcomes the defec tires. T he ire casingot the present applica ion constitutes specifically an improvement on the invention-of our prior patent.

pointed out in that patent, the foundation or carcass of the fabric casing is built up by superimposing" a plurality of layers of fabric which are cemented together by interposed layers of rubber and attached the b ds of he casing. Upon thus rnied the rubber tire IS on o i is of prior fabric several layers of fabric to form a unitary structure.

In the casing of our prior patent We sought to obviate the'defects of the ordinary fabric tire by taking advantage of 'tlie dillerence in. the stresses to which the tire is subjected in different directions by reason of the contained compressed air on the one hand and the traction stress of driving or bra-king the vehicle exerted through the tires,- on the other. The bursting stress due to the compressed air is generally very much greater than the traction stress and acts transversely of the tire, while the traction stress on the other hand acts circumierentielly or at right angles to the bursting stress. As described in. our pet ent, we made up the carcass of the the from annular strips of zi-feb'ric or heavy untwisted strands, eech' strand consisting of bundles of threads running substantially.

transverse from bead to heed, to resist the heavy bursting stress from the contained air, and with the lighter spaced single threads extending circuinfcrent ially of the .tire to resist the stresses due'to the tmctive effort. There was also considerable defornmtion of the tire Where it was in contactwiththe ground due to the weight of the vehicle. So, also, We have found that when the tire was in contact with the ground, and subjected to a heavy load, it would sway sidewise. These several defects we have ascertained resulted from the lack of diagonal bracing from bead to bond of the tire, this being true even when the transverse threeds were placed soinew mt bli. uely as explained in the patent. I n order to obviate these defects, we have ascertained that it is desirable that the strands or heavy bundles oi": threads, instead of extend right angles from head to heed oi tire should extend at an angle of thereto, a. 6., that the strands of one Fig" 3 is :1 plain View of febi'x as weven end be e '1 bite!- and commessud .k 7 i is an enlarged 'QIZLIQSVQKSQ see s v .ii VlGW 7311 substmifiielly 011 the line J l at '11 angle el 9%]? to of Fig. 3;

of the filler layer. It- Wes Lepmo Fig 5 is an enlarged longitudinal secsicefnle however from commercial stendiienai Vi'SW lei: subsiiantiallly on. the lime po'iiii employ "the i is descz'ibed in our ef l 3;

1 laizezf; 0, 1,2121% in this Way, 01 the G is e, lmi. View m2 strip cut on. the 5 i'easote that cut that fab-tie on the bias bias "the fabric illustrated in Fig. 3 Weuld leave the transverse strands of 21,- after the latter'hes been rubber coated and length insufieienb i0 reach from head eempressed;

I head the meeting ends of the eieseu: ig. '2 an enlarged seclienel vie layer -some ell the sire-lids exiei'idiiig enl sebetanizieliy 0n i-llfi line '2' :3 es

if We assess. In erdei' to overcome and "bulky, it would have been necessary is 8 enlarged View taken subsist-i1- eel; oil, at each end of the yer, piece llFiV t-ielly the line 8-6 065 inc; length equal to the dth of she layer Referring to the drawings, Our improved xvii :li would have ii'welved an excessive fabric ar VOVQH is illusizmted in Fig. and 1,5 waisae of nmierial, Accordingly, in. making (zonsiss of the strands 10 arranged closely up ijllfa-lorie i in reverse side by side, interweven with the smell iiie ireletive err m l W313 130 the threads 11 which. are spaced apart. Each of mile-r, so fleet, in the new in ie, the filler the strands it will be observed Eat and is substituted fer the were, thereby percomprises a plurality of smell threads 12 e1- 9-9 mitting the material to he cut on the bias ranged parallel 2'10 each other in s'iipeipesed and insuring that bode the strands or hem layers, as ShOWll in. Fig. l. Preferably the bundles of threads and the Wefsthreads strands are the warps of izhe fabric and the should extend frem bee-d toiveed of the threads 11 the Wefts.

0 tire. T 1e fabric is Woven in lengths as Wide as ea Another defect in our patented construcpossible and its stir-mime is such that iilie tion, which We have overcome in our Prescomes a dense flat sheet when. subjeced to ent ,tire, resulted from the feet that our pressure. In preparing the fabric for the fabric did not have smooth. surfaces. 011 carcass of tires 2 length of the same is 5 the contrary the strands to some extentgeve passe 1 through a thin bath comprising rubwe the fabric a ribbed structure, there being be; .Jsol'ved in e hydrdcarbon such as crew ices bet-Ween the stzmdei indeed, gesoleine. l3 reason of the febrics selfisteted in the patem, We eontexnplamd emmess and pliability the liquid rubber pene pioying' these crevices on the inner surface 'i/reizes entirely through the same thereby 4g of he ciweess to previde sterege for the seating, not oniyshe ontersurfaces,b11t also we tale o2? luerieetor which is customer y used 'i-lie surfaces 0f all the threads in iihe strands. between the inner tube {mu casing. in the film liquid dries, the rubber is deposited fui'vslier [use however, was feund that if 021 all the surfaces of all the threads, (Jonone layer (if the carcass became deeeclled e7." sequeni the threads are provided with a -15 loesened from coiiteetii'ig layers, in one coating which holds them together and H0 '01 more epei's {due to liezwy blows, s fnflalier, ;1,cte to eliminate the destructive in menu'i'aclure 0r oiliei' causes), the chafing (if one thread on another which so would fill) and. elm'fe on each ether and bee 'eiclvy Wear out tires in actual service. cause of the sl glfi v iilibed Structure oi the After having spread the fabric as just fabric, ilmt til chafing ten" d he Weal-ien described, a fiiin layer of rubber is applied 5 the lire and te occasion blow-ones. In our, to bol h surfaces thereof, being secured by present structure, We have provided a fabricthe rubber cement or coating greviously ephaving smooth surfaces, thereby remedying plied. l hese layeys of rubber are very thin ibis defect. and be applied by passing the cement 535 In ell-e C' 'Fggfiiiying drawings, have coated lilnei' h e skimming 1113- illuetrated L ")IZSiT'i'U ion 0; 011.1 new c-ire ehinei ll this machine comprises a. and also the .e employed lt-l'zereinl ol z'olle s between pair of mssedl The rubber is 'Wsfien W roll and applied a v same of 9?; 3s Y the twcrolls being ieil away in order is illustrate iilfl {are i each other with cgnsidemble rzmgement of the sei'ende and connecting force wl el 3 the rubber sheet .LS pressed threads in ihe sueeessie layers sf fa (P1120 line 5 .iflC and the fabrlitself com- 1 2- is a 1" lsvelee seed-anal View messed lets a dense Sheet of uniform thickizire 2151 :mi in 6, '1 mid 8, Al ie? she 136 a'rnbber sheet applied to the other sur the bias as indicated by the'dotted lines c--a a and -5 Fig. 3, to give strips as illustrated that in F ig. 6', the width thereof being such the strip may extend from bead to bead of the tire.

As stated, the strip of Fig. 6 is cut from -the fabric illustrated in Fig.v 3 after the its surfaces.

"the bias strip may e rubberized after being treated.

latter has been coated with rubber cement and had the thin layers of rubber applied to It is obvious, however, that cut from fabric which has not been rubber The change in the cross sectional shape of the strands, after the faric has been compressed is apparent from a comparison of Figs. at and 7. The former shows the fabric as woven, whereas the latter shows it after being rubber impregnated, coated and compressed. The thin surface covering r-ub her layers, 13 and 1d, are not so thicl; but what the outline of the threads 11 and 12 can be distinguished to some extent, as shown in Fig. 6, although the outlines have been exaggerated, as it is impossible to illustrate them with pen and ink as they really ap pear. Although the fabric has not been subjected to'as great a pressure as follows later in'the mold, it will be seen from Fig. 7 that the strands have been compressed into very nearly quadrangular shape in cross section. Furthermore, the whole fabric has been flattened out into a sheet of substantially uniform thickness there being no crevices between the strands. Because the strands are compressed their cross sectional area is less thereby permittingthe cross threads 1]. to extendfrom edge to edge of the fabric in abroken line; thus a straight portion of. a cross thread is on top of one strand, and a straight portion on the bottom of the next strand. the said portions being connected by a portion passing between the strands in a substantially straight line. Furthermore,

the threads or members which form the strands are'.substantially straight '(see' Fig. 8) not being. curved as in the uncompressed fabric (see .Fig. 5). Because of this structure the individual threads of the strands are not displaced nor do they chafe on one another or the cross threads ll to any appreciable extentwhen subjected to varying tensions in the tire. liloreover, as the strands themselves are fiat and straight, the strands of one layer of fabric in the tire do not chafe the strands in another layer.

As the threads forming the strands and therefore the strands extend in substantially straight lines, the fabric is inextcnsible in the direction of the strands. In the direccross threads, we believe explain certain important advantages of our tire, which Will be described later.

The strip of 6 therefore comprises a rubber coated and impregnated fabric consisting of oblique or diagonal strands which are connectedby spaced threads, each of'the strands being made up of a bundle of threads which has been pressed into a substantially solid mass, polygonal in cross section, and with the side of one strand in contact throughout its surface with a side surface of the next strand. The strip, therefore, in effect is a dense sheet of uniform thickness consisting of innumerable small parallel threads arranged in superposed layers, extending from. edge to edge thereof, and held againstdisplacement.

The strip shown in Fig. 6, the length of which is only limited by the Width of the fabric shown in Fig.- 3 and may be suflicient to form a layer of the tire carcass, is placed on the core and shaped thereto to form a layer, as 15, the edges being arranged around the beads 17. As iswvell known, the circumferential length of the tire at the tread is greater than at the beads and consequently the fabric must be tucked in at the beads or stretched at the tread to compensate for the difference in lengths.

Fabric tires which are tucked in at the beads are therefore weak iii-resistance to circumferential tension at the beads. Cord tires, on the other hand have the cords slightly spaced at the tread and close together at the beads. Consequently their resistance to penetration at the tread is not a maximum. In shaping our fabric to the core, we preferably stretch the fabric slightly at thetread and compress it circumferentially at the beads, thereby compensating for the different lengths. The' inner layer 15 of fabric is placed on the core, as shown in Figs. 1 and 2, the st ands being arrai'lgz ed obliquely preferably at an angle of substantially to the longitudinal direction of the tire, and the connecting threads '11 therefore are also at an angle of 4:5 to the longitudinal direction of the tire since they are at 90 to the strands.

tion of the strands, and readily extensible Al thou h the strip is inextensible in the direclzhe direction of the cross illreeds, as ex- 1 shove, may he stretched. to a slight gree in adireci-ion mz kin flfi to i'he strands, i is in a direction longiudinelly oi wire. This permits the tread portion to be stretched slightly to allow for of the dificrcnce in the length of the circumferences at the trend and heads. After placing one layer on the core as describeanother layer 16 or layers are positioned i: the same menner exceph the; the direction of the strands oltcinetes in successive layers, thatis to sic- 7 if iioe strands of n layer for instance, extend obliquely from head to bend in one direc- "cion the sh'an'ds of his second layer extend obliquely from head to in a reversed :cciz-ion, so'fLha-i; the direction of the strands successive layers makes an angle of ehoni; The number of layof? our fabric we of the tire and the it is designed. For exfor pleasure cars has I is of our fabric, 3, id is .ll-lfillC tire with its seven :1 iohric or any cord tire J may he 1 d i scoured We se .ed manner, and the rubber is cpnhed in the nsi'm-l way, :1, 19 being employed if desired.

After the access of the tire has been builtthe mold suhj coiled aressnre i; layers or? cons layers of oilisn'insis-l strength at right angles to their lenghh, can he laid on the core with minilike the ordinary fabric strips, of n carcass from our than the nsinil Inhe l ss ninnher minn ls-hor sin our the tonal nil cly or dingo rec es is s l her the fabric or cord tires, ler has each cord cnqheddcd in e shes-f of rubber and the forof rnhher hewccn each of the many layers of fabric. Moreover the structure of the frbric is such, and if; is incorporated in the tire in a manner, that practically eliminates internal friction in the layers of fabric themselves, and of one layer on another.

This leti-er feature follows from the fact that the fabric is of uniform thickness, hasstrands of one or another of the layers of the carcass. Thus if the tire is stressed in the direction of the cross threads of one layer, these threads will not be stretched, because the inextensihle strands of the next layer which extend in the some direction as said threads will resist the strain. Furthermore if the tire is stressed in a, direction which is diiierent from that in which the strands of any of the layers extend, such stress would be resisted by the strands of two or more layers acting together. In other Words jbhe force causing the stress would in effect be divided into two componen s, one acting in the directionlo'l" .the strands of one layer and the other component in the direction of the strands of another layer. In this manner all the forces acting to deform the tire or stress the fabric ere resisted by the strands, thus relieving the cross threads, Hence as the cross three not stretched there is no chafing oi the s no on the strands, Moreover, as strands consist of? huiidles of straight 53 ellel threads, there is no chafing of one strand on another. Y

Although a sceciiic embodiment of the invention has been disclosed, it is to be understood that changes except'os limited. by "iihe appended claims may be made without departing from the spirit of the invention.

Having thus described our invention what is claimed as new and desired to he secured hy Letters Patent is:

' A vehicle tire casing including two snperposed strips of fabric each strip comprising ila strain resisting sirands Inade up or u plnrantycr straight threads in superposed layers, ssi' strands being interwoven with spaced relatively weak threads, the strands inane-a7 from bead to bead of the tire and they strands of the two strips extending in opposite directions.

3. A vehicle tire casing including two superposed strips of fabric, each strip comprising fiat strands made up of a plurality of straight threads in superposed layers,

said strands being interwoven with spaced threads, the strands being straight and the threads extending in a broken line whereby said strips are substantially inextensible in the'rlirection of the length of the strands and yielding in the direction of the threads, the strands and threads each extending obliquely from head to head of the tire and the strands of the two strips extending in opposite directions.

4. A vehicle tire casing including two superposed strips of abric, each strip comprising fiat strands made up of a plurality of straight threads in superposed layers, the strands being straight and interwoven with spaced threads undulating over and under successive strands, the fabric being rubber impregnated and coated and compressed into a sheet of substantially uniform thickness and being inextensible in the direction of the length of the strands, whereby the stresses due to air pressure and traction are resisted by the strands and the connecting threads are substantially unstressed.

5. A vehicle tire casing including two superposed strips of fabric each strip comprising fiat strands substantially qua dra'ngu:

lar in cross section interwoven with spaced connecting threads, each strand consisting of.

a plurality of straight threads disposed in superposed layers, the strands and connecting threads each extending obliquely from bead to bead, and the strands of the two strips extending in opposite directions.

6. A vehicle tire casing including two superposed strips of fabric each strip comprising flat strands interwoven with undulating cross threads, the strands being substantially quadrangular in cross section and the side of one strand being in contact throughout its surface with a side of the adjacent strand, the strands and cross threads each extending obliquely from bead to bead and the strands ofthe two strips extending inopposite directions.

7. A vehicle tire casing including two superposed strips of fabric each comprising fiat straight warps interwoven with spaced undulating weft threads, the warps made up of straight threads arranged in superposed layers, the warps and wefts of each strip extending obliquely from bead to bead and the warps of the two strips extending in opposite directions.

8. A vehicle tire including two layers, each layer comprising a dense sheet of substantially uniform thickness and consisting of straight parallel threads arranged in superposed layers and spaced connecting threads extending at an angle of substantially 90 degress to the first mentioned threads to resist lateral separation of the latter in making the tire, the first mentioned threads extending obliquely from bead to head and in opposite directions in the two layers.

9. A vehicle tire casing including in combination two superposed layers, eachlayer consisting of parallel threads arranged in superposed layers and the threads of one layer. extending substantially at right angles to the threads of the other layer.

In testimony whereof we atfix our signatures.

L HANS E. GRABAU.

a CHARLES SCHWARTZ. 

